no known major defects which would have caused the aircraft to overshoot the runway. The investigation revealed that there were other similar aviation incidents in which an Airbus A310-300 with deactivated thrust reverser suddenly suffered significant forward motion during its landing run. In one case, an Airbus A310 of Mahan Air in Tehran, the crew failed to stop the aircraft and it eventually overran the runway. Several incidents involving other type of aircraft were also noted as well. In particular, an incident involving a United Airlines DC-10 in 1982. According to the investigation, the crew of the DC-10 attempted the landing run by applying the reverse thrust of all 3 engines. The landing was attempted on a wet runway, similar to Flight 778. While the thrust reverser of the engines were applied by the crew, the aircraft's engine no 1 remained in forward thrust and the aircraft accelerated. The crew lost their control and the aircraft veered off the runway. One passenger was injured due to the incident. The mentioned incidents were attributed to pilot error. In each of the mentioned flights, the pilots accidentally moved the throttle lever of the other engines, causing the engine to produce significant forward thrust. The crews lost their control and failed to resolve the issue, causing their aircraft to veer off. As there were similarities between the previous incidents and Flight 778, a deeper analysis would be needed regarding the actions of the pilots of Flight 778 during the landing run. Landing in Irkutsk Flight 778 landed in Irkutsk at 06:44 local time. As it was raining at the time, the runway was wet, though the ATIS information indicated that it was safe to use for a landing. Immediately after touch down, the crew armed the spoilers and autobrake to reduce their speed. To decrease it further, the crew then should deploy the thrust reverse by pulling the thrust lever. Captain Shibanov, who was seated at the left, then pulled the engine reverse thrust lever of the right engine to its idle position. Few seconds later, the lever was pulled to its maximum level. As a result, the reverse thrust started to increase. Meanwhile, the reverse thrust of the left engine was not engaged by the crew as the reverser was in deactivated state. The minimum equipment list that had been provided by Airbus and S7 Airlines clearly stated that, if one thrust